U.S. patent number 10,196,096 [Application Number 15/512,811] was granted by the patent office on 2019-02-05 for vehicle-body structure of vehicle.
This patent grant is currently assigned to MAZDA MOTOR CORPORATION. The grantee listed for this patent is MAZDA MOTOR CORPORATION. Invention is credited to Keizo Kawasaki, Takeshi Nakamura, Kenichi Sato.
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United States Patent |
10,196,096 |
Sato , et al. |
February 5, 2019 |
Vehicle-body structure of vehicle
Abstract
A vehicle-body structure of a vehicle includes a first frame
forming a closed cross-section portion, a reinforcing member
disposed in the closed cross-section portion and connected to the
first frame, and another vehicle-body member connected to an outer
surface of the first frame. A connection portion of the first frame
and the reinforcing member includes a rigid joint portion where the
first frame and the reinforcing member are joined, and a flexible
joint portion where the first frame and the reinforcing member are
joined, with a damper member being disposed therebetween. The other
vehicle-body member is connected to the first frame in a manner
such that at least a part of the other vehicle-body member overlaps
the flexible joint portion in a thickness direction of the first
frame, and has a high rigidity portion that enhances rigidity at
the part that overlaps the flexible joint portion.
Inventors: |
Sato; Kenichi (Hiroshima,
JP), Kawasaki; Keizo (Hiroshima, JP),
Nakamura; Takeshi (Hiroshima, JP) |
Applicant: |
Name |
City |
State |
Country |
Type |
MAZDA MOTOR CORPORATION |
Hiroshima |
N/A |
JP |
|
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Assignee: |
MAZDA MOTOR CORPORATION
(Hiroshima, JP)
|
Family
ID: |
58051837 |
Appl.
No.: |
15/512,811 |
Filed: |
August 8, 2016 |
PCT
Filed: |
August 08, 2016 |
PCT No.: |
PCT/JP2016/073251 |
371(c)(1),(2),(4) Date: |
March 20, 2017 |
PCT
Pub. No.: |
WO2017/030031 |
PCT
Pub. Date: |
February 23, 2017 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20170305470 A1 |
Oct 26, 2017 |
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Foreign Application Priority Data
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|
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Aug 17, 2015 [JP] |
|
|
2015-160490 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D
27/023 (20130101); B62D 27/02 (20130101); B62D
25/02 (20130101); B62D 27/04 (20130101); B62D
25/06 (20130101); B62D 25/04 (20130101); B62D
25/025 (20130101) |
Current International
Class: |
B62D
27/02 (20060101); B62D 25/04 (20060101); B62D
25/02 (20060101); B62D 25/06 (20060101); B62D
27/04 (20060101) |
Field of
Search: |
;296/193.06,203.03,210,29,30 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
|
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2007-313963 |
|
Dec 2007 |
|
JP |
|
2013-049376 |
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Mar 2013 |
|
JP |
|
2013-049377 |
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Mar 2013 |
|
JP |
|
Other References
International Search Report issued in PCT/JP2016/073251; dated Oct.
25, 2016. cited by applicant.
|
Primary Examiner: Pape; Joseph D.
Attorney, Agent or Firm: Studebaker & Brackett PC
Claims
The invention claimed is:
1. A vehicle-body structure of a vehicle comprising: a first frame
forming a closed cross-section portion and extending in a first
direction; a reinforcing member disposed in the closed
cross-section portion and connected to the first frame; and another
vehicle-body member connected to an outer surface of the first
frame, wherein a connection portion of the first frame and the
reinforcing member includes a rigid joint portion where the first
frame and the reinforcing member are joined in a state of coming in
contact with each other, and a flexible joint portion where the
first frame and the reinforcing member are joined, with a damper
member being disposed therebetween, the other vehicle-body member
is connected to the first frame in a manner such that at least a
part of the other vehicle-body member overlaps the flexible joint
portion in a thickness direction of the first frame and has an
enhanced portion that enhances rigidity at the part that overlaps
the flexible joint portion, the first frame is a roof rail, and the
other vehicle-body member is a roof gusset, the roof rail includes
a roof rail outer member and a roof rail inner member, and the roof
gusset includes a connection portion that is connected to the roof
rail inner member, and the enhanced portion is formed in the
connection portion.
2. The vehicle-body structure of a vehicle according to claim 1,
further comprising: a second frame extending in a second direction
that intersects the first direction, and having an end portion that
is connected to the first frame, and forming a joint section where
the second frame intersects the first frame, wherein the enhanced
portion is a step formed portion for higher rigidity that extends
linearly, this step formed portion extending in the second
direction.
3. The vehicle-body structure of a vehicle according to claim 2,
wherein a connection region of the reinforcing member that contacts
the damper member in the flexible joint portion has a shape having
a width that increases in the second direction toward the second
frame, and the enhanced portion is disposed at a position that
allows the enhanced portion to overlap at least a wider part of the
connection region.
4. The vehicle-body structure of a vehicle according to claim 1,
wherein the roof rail inner member and the roof gusset form a
substantially triangular structure in a cross-section, orthogonal
to an anteroposterior direction of the vehicle, taken at a part
where the enhanced portion is present.
5. The vehicle-body structure of a vehicle according to claim 2,
wherein the roof rail inner member and the roof gusset form a
substantially triangular structure in a cross-section, orthogonal
to an anteroposterior direction of the vehicle, taken at a part
where the enhanced portion is present.
6. The vehicle-body structure of a vehicle according to claim 3,
wherein the roof rail inner member and the roof gusset form a
substantially triangular structure in a cross-section, orthogonal
to an anteroposterior direction of the vehicle, taken at a part
where the enhanced portion is present.
Description
TECHNICAL FIELD
The present invention relates to a vehicle-body structure of a
vehicle, and more particularly to a vehicle-body structure
including a structure in which a reinforcing member having a damper
member is disposed in a closed cross-section portion.
BACKGROUND ART
In vehicles such as automobiles, a vehicle-body structure is
required that prevents vibrations that can occur in vehicle parts
from being transmitted into a vehicle cabin as much as possible to
improve ride comfort (sense of damped vibration) for occupants. To
meet this requirement, the applicant has, in Patent Literature 1,
proposed a technique that has an ingenious feature in the form of
connecting a bulkhead (a reinforcing member) disposed within a
frame that forms a closed cross-section to the frame. The
connection form includes a rigid joint portion where the frame and
the bulkhead are joined in a state of coming into contact with each
other, and a flexible joint portion where the frame and the
bulkhead are joined in a state of being disposed with a damper
member therebetween.
In using a bulkhead including the rigid joint portion and the
flexible joint portion in a closed cross-section portion, it is
critical to effectively enhance vibration damping performance by
means of a damper member. Unfortunately, depending on vehicle-body
structures, distortion stress caused in association with vehicle
vibrations cannot be concentrated on the damper member, failing to
achieve a satisfactory vibration damping effect.
CITATION LIST
Patent Literature
Patent Literature 1: Japanese Unexamined Patent Publication No.
2013-49376
SUMMARY OF INVENTION
An object of the present invention is to provide a vehicle-body
structure including a structure in which a reinforcing member
having a damper member is disposed in a closed cross-section
portion, the vehicle-body structure effectively enhancing vibration
damping performance by means of the damper member.
A vehicle-body structure of a vehicle according to an aspect of the
present invention includes a first frame forming a closed
cross-section portion and extending in a first direction, a
reinforcing member disposed in the closed cross-section portion and
connected to the first frame, and another vehicle-body member
connected to an outer surface of the first frame, wherein a
connection portion of the first frame and the reinforcing member
includes a rigid joint portion where the first frame and the
reinforcing member are joined in a state of coming in contact with
each other, and a flexible joint portion where the first frame and
the reinforcing member are joined, with a damper member being
disposed therebetween, and the other vehicle-body member is
connected to the first frame in a manner such that at least a part
of the other vehicle-body member overlaps the flexible joint
portion in a thickness direction of the first frame, and has a high
rigidity portion that enhances rigidity at the part that overlaps
the flexible joint portion.
BRIEF DESCRIPTION OF DRAWINGS
FIG. 1 is a perspective view showing a part of a vehicle-body of a
vehicle to which the present invention is adopted.
FIG. 2 is a schematic sectional view taken along line II-II of FIG.
1.
FIG. 3 is a side view of a joint section of a roof rail and a
center pillar of the vehicle-body as seen from an outdoor side of
the vehicle, the side view showing the state with a side frame
outer removed.
FIG. 4 is a side view showing the state with a center pillar outer
reinforcement removed from the state in FIG. 3.
FIG. 5 is a side view showing the state with a roof rail outer
reinforcement removed from the state in FIG. 4.
FIG. 6 is a perspective view of a bulkhead disposed within a closed
cross-section portion of the roof rail.
FIG. 7 is a front view of the bulkhead.
FIG. 8 is a side view of the bulkhead.
FIG. 9 is a side view for illustrating anteroposterior swinging of
the center pillar.
FIG. 10 is an enlarged view of the main components in FIG. 5.
FIG. 11 is a schematic sectional view taken along line XI-XI of
FIG. 10.
FIG. 12 is a side view of the joint section of the roof rail and
the center pillar as seen, with a roof gusset mounted, from an
indoor side of the vehicle.
FIG. 13 is a perspective view of a portion where the roof gusset is
mounted.
FIG. 14 is a perspective view, in a different angle, of the portion
where the roof gusset is mounted.
FIG. 15 is a perspective view of the roof gusset alone.
FIG. 16 is a schematic sectional view taken along line XVI-XVI of
FIG. 13.
FIG. 17 is a schematic sectional view taken along line XVII-XVII of
FIG. 14.
FIG. 18 is a sectional view for illustrating vehicle-widthwise
swinging of the center pillar.
DESCRIPTION OF EMBODIMENTS
An embodiment according to the present invention will now be
described in detail with reference to the figures.
[Overall Description of Vehicle-body]
FIG. 1 is a perspective view showing a part of a vehicle-body 1 of
a vehicle to which the present invention is adopted. In the figure,
a "front" arrow is added to indicate a direction toward the front
of the vehicle, and a "rear" arrow to indicate a direction toward
the rear of the vehicle. Arrows including "front" arrows and "rear"
arrows added in the subsequent figures correspond to the front and
the rear of the vehicle shown in FIG. 1.
The vehicle-body 1 includes side frames 10 that constitute left and
right sides of the vehicle. FIG. 1 shows the side frame 10 on one
side alone. The side frame 10 includes a side frame outer 100 that
is to serve as an exterior of a side part of the vehicle, a roof
rail 11 disposed at an indoor side of the side frame outer 100, a
front pillar 12, a center pillar 13, a rear pillar 14, and a side
sill 15.
The side frame outer 100 is a panel formed by shaping a single
steel plate into a predetermined shape by stamping, and punching
front and back door openings. An outer surface of the side frame
outer 100 is to serve as an exterior paint surface of the vehicle.
The roof rail 11, at an upper part of the vehicle, and the side
sill 15, at a lower part of the vehicle, each extend in the
anteroposterior direction of the vehicle. The roof rail 11 and the
side sill 15 are connected in the vertical direction by three
pillars disposed therebetween or the front pillar 12 at a frontward
side, the rear pillar 14 at a rearward side, and the center pillar
13 around the anteroposterior center.
The roof rail 11 (first frame) extending in the anteroposterior
direction (first direction) and the center pillar 13 (second frame)
extending in the vertical direction (second direction intersecting
the first direction) forms a joint section J where the both
intersect in a substantially T shape, in a form such that an upper
end portion of the center pillar 13 is joined to an anteroposterior
middle portion of the roof rail 11. The present embodiment shows an
example in which the vehicle-body structure according to the
present invention is applied to the joint section J.
Between the roof rail 11 of the side frame 10 at the one side and a
roof rail (not shown) of a side frame at the other side, multiple
reinforcements (hereinafter referred to simply as "reinforcement"
in the present description) and headers extending in the
vehicle-widthwise direction are disposed. In the present
embodiment, at a position where the center pillar 13 is provided, a
roof reinforcement 16 is disposed, and at its frontward and
rearward sides, three roof reinforcements 173, 174, and 175 are
disposed. Further, a front header 171 and a rear header 172 are
disposed at frontward and rearward sides of the vehicle,
respectively. Between the pair of side frames 10, a roof panel 102
(FIG. 2), which is not shown in FIG. 1, is mounted so as to cover
those roof reinforcements and headers.
[Structure of Joint Section J]
FIG. 2 is a schematic sectional view taken along line II-II of FIG.
1. The joint section J of the roof rail 11 and the center pillar 13
is covered by the side frame outer 100 at the outdoor side, and is
furnished with a roof gusset 2 (other vehicle-body member) at the
indoor side. Further, within a closed cross-section portion C, at
the joint section J, of the roof rail 11, a bulkhead 3 (reinforcing
member) is disposed. The constituent members will now be
described.
The roof rail 11 is a vehicle-body rigid member having a closed
cross-section that extends in the anteroposterior direction, and is
formed of a roof rail outer reinforcement 111 of a substantially U
shape in a sectional view and a roof rail inner 112 of a
substantially L shape in sectional view. The roof rail outer
reinforcement 111 at the outdoor side has an upper flange portion
113 for connection at the upper edge and a lower flange portion 114
for connection at the lower edge. The roof rail inner 112 at the
indoor side similarly has an upper flange portion 115 and a lower
flange portion 116. The upper flange portions 113 and 115 and the
lower flange portions 114 and 116 each butt against each other and
are fixed by, e.g. spot welding. The roof rail outer reinforcement
111 and the roof rail inner 112 thus fixed form the closed
cross-section portion C.
The center pillar 13 is a vehicle-body rigid member having a closed
cross-section that extends in the vertical direction, and is formed
of a center pillar outer reinforcement 131 at the outdoor side and
a center pillar inner 132 at the indoor side. The center pillar
outer reinforcement 131 has, around the upper end, a shape bent
toward the outdoor side, and at this portion of the bent shape, an
outer flange portion 133 is formed. The center pillar inner 132 is
a mostly flat plate, and around its upper end, an inner flange
portion 134 is formed.
FIG. 3 is a side view of the joint section J as seen from the
outdoor side of the vehicle, the view showing the state with the
side frame outer 100 removed. The outer flange portion 133 of the
center pillar outer reinforcement 131 has a bent shape mostly in
conformance with the shape of an outer surface of the roof rail
outer reinforcement 111. The outer flange portion 133 is put in
contact with the outer surface of the roof rail outer reinforcement
111 and is fixed to it by spot welding.
FIG. 4 is a side view showing the state with the center pillar
outer reinforcement 131 removed from the state in FIG. 3. The inner
flange portion 134 of the center pillar inner 132 is disposed
partially between the lower flange portion 114 of the roof rail
outer reinforcement 111 and the lower flange portion 116 of the
roof rail inner 112. The lower flange portion 114 and the lower
flange portion 116 are fixed with the inner flange portion 134
therebetween.
The fixation of the outer flange portion 133 and the inner flange
portion 134, as described, joins the center pillar 13 to the roof
rail 11. The joint section J is covered by an upper end part 101 of
the side frame outer 100. The upper end part 101 is a bulging part
that tends toward the top from the side of the vehicle. An edge
101E of the upper end part 101 and an edge 102E of the roof panel
102 are stacked so as to vertically overlap each other. The stack
of the edges 101E and 102E is disposed on a stack of the upper
flange portions 113 and 115 and fixed to these portions.
FIG. 5 is a side view showing the state with the roof rail outer
reinforcement 111 removed from the state in FIG. 4. Within the
closed cross-section portion C, around the joint section J, of the
roof rail 11, two bulkheads 3 and 300 are provided to serve as
reinforcing members for enhancing rigidity of the roof rail 11.
These bulkheads 3 and 300 have a plurality of connection portions
for the roof rail 11.
In FIG. 2, the one bulkhead 3 is shown. As shown in FIG. 2, the
plurality of connection portions includes a rigid joint portion 3A
where the roof rail 11 and the bulkhead 3 are joined in a state of
coming in contact with each other and a flexible joint portion 3B
where the roof rail 11 and the bulkhead 3 are joined in a state of
being disposed with a damper member 4 therebetween. Similarly, the
other bulkhead 300 also includes a rigid joint portion and a
flexible joint portion. Marks indicated with reference signs W11,
W12, W13, W14, and W2 shown in FIG. 3 to FIG. 5 are spot-welding
portions, which correspond to the rigid joint portion 3A in the
bulkheads 3 and 300. The bulkhead 3 will be described later in
detail with reference to FIG. 6 to FIG. 11.
The roof gusset 2 is a vehicle-body member that reinforces the
joint of the roof reinforcement 16 to the roof rail 11. The roof
gusset 2 is connected to an outer surface of the roof rail 11 (roof
rail inner 112) and to the roof reinforcement 16. The roof gusset 2
includes a main portion 20, a first abutment portion 21 formed of a
bent portion continuously provided to the lower end of the main
portion 20, and a second abutment portion 22 formed of a bent
portion continuously provided to the upper end of the main portion
20. The first abutment portion 21 is connected to the roof rail
inner 112, and the second abutment portion 22 is connected to the
roof reinforcement 16. This roof gusset 2 will be described later
in detail with reference to FIG. 12 to FIG. 18.
[Detailed Description of Bulkheads]
The bulkhead 3 will now be described in detail. FIG. 6 is a
perspective view of the bulkhead 3 according to the present
embodiment, FIG. 7 is its front view, and FIG. 8 is its side view.
The bulkhead 3, which is also called a partition member, is formed
by subjecting a plate having a high rigidity, such as steel plate,
to punching, bending or the like.
The bulkhead 3, which includes a base plate portion 30, a first
side plate portion 31 raised by bending at one side end of the base
plate portion 30, and a second side plate portion 32 raised by
bending at the other side end of the base plate portion 30, is a
member that includes a part having a substantially U shape in an
anteroposterior sectional view. The bending of the first side plate
portion 31 forms a first ridge portion 34 on the boundary between
the base plate portion 30 and the first side plate portion 31. The
bending of the second side plate portion 32 forms a second ridge
portion 35 on the boundary between the base plate portion 30 and
the second side plate portion 32. The first side plate portion 31
is raised by bending at an angle of substantially 90.degree.
relative to the base plate portion 30, and the second side plate
portion 32 is raised by bending at an angle of about 45.degree.
relative to the base plate portion 30.
In other words, the first side plate portion 31 and the second side
plate portion 32 are portions that function as a pair of partitions
that divides the closed cross-section portion C (FIG. 2), and the
base plate portion 30 is a portion that functions as a joint
section that connects the first side plate portion 31 and the
second side plate portion 32. The first side plate portion 31 and
the second side plate portion 32, as partitions, form faces within
the closed cross-section portion C, the faces extending in a
direction mostly orthogonal to a direction in which the closed
cross-section portion C extends. Accordingly, the incorporation of
the bulkhead 3 enhances resistance against a deformation force that
presses and collapses the closed cross-section portion C of the
roof rail 11, or a deformation force that causes a collapse in a
manner such that the roof rail outer reinforcement 111 and the roof
rail inner 112 approach each other.
In the present embodiment, peripheries of the first side plate
portion 31 and the second side plate portion 32 are portions that
form the rigid joint portion 3A, and the base plate portion 30 is a
portion that forms the flexible joint portion 3B. On the periphery
of the first side plate portion 31, a first flange portion 311, a
second flange portion 312, and a third flange portion 313 are
provided in a protruding manner. These flange portions 311, 312,
and 313, which have tongue-like shapes, are formed by each bending
at an approximately right angle to the first side plate portion 31
in a direction opposite to a direction toward the second side plate
portion 32. Similarly, on the periphery of the second side plate
portion 32, a fourth flange portion 321, a fifth flange portion
322, and a sixth flange portion 323, each in a tongue-like shape,
are provided in a protruding manner. The flange portions 321, 322,
and 323 are formed by each bending in a direction opposite to a
direction toward the first side plate portion 31.
The flange portions 311, 312 and 313 and the flange portions 321,
322, and 323, which are portions that come in contact with an inner
surface of the roof rail outer reinforcement 111, are each fixed to
the inner peripheral surface by spot welding. In FIG. 3 to FIG. 5,
the spot-welding portion W11 is a portion where the flange portion
322 is fixed to the roof rail outer reinforcement 111. Similarly,
the spot-welding portion W12 is a fixation potion for the flange
portion 312, the spot-welding portion W13 for the flange portion
311, and the spot-welding portion W14 for the flange portion
321.
The base plate portion 30 is a portion that faces an inner surface
of the roof rail inner 112. The base plate portion 30 in the
present embodiment is curved slightly in a convex shape in a
direction in which the side plate portions 31 and 32 are raised by
bending, and has a substantially trapezoidal shape in a front view
(FIG. 7). The base plate portion 30 has a first surface 30X, which
faces the roof rail inner 112, and a second surface 30Y at an
opposite side thereto. The first surface 30X serves as a connection
region that is put in contact with the damper member 4 in the
flexible joint portion 3B. That is to say, the first surface 30X
faces the inner surface of the roof rail inner 112 while leaving a
clearance of a predetermined distance from it, and in this
clearance, the damper member 4 is interposed. In other words, the
base plate portion 30 and the roof rail inner 112 are connected
with the damper member 4 disposed therebetween. The connection
region, which has a width that increases in a direction toward the
center pillar 13 along the vertical direction in which the center
pillar 13 extends, has a substantially trapezoidal shape (refer to
FIG. 5). Meaning of the trapezoidal shape will be described
later.
The present embodiment exemplifies the rigid joint portion 3A in a
form such that the six flange portions 311 to 323 are spot welded
to the roof rail outer reinforcement 111. The number of flange
portions--the number of spot-welding portions--is one example, and
can be determined appropriately according to the shape or the like
of the roof rail 11. Further, the peripheries of the first and
second side plate portions 31 and 32 may be welded to the roof rail
outer reinforcement 111, without forming flange portions for the
rigid joint portion.
The rigid joint portion 3A, which can be formed by means other than
spot welding, may be a mechanical joint portion using, for example,
bolts, nuts, and the like. In such a case, the flange portions 311
to 323 and the roof rail outer reinforcement 111 are perforated
with holes for inserting bolts. Alternatively, the rigid joint
portion 3A may be an adhesion portion by means of an adhesive. In
such a case, adhesives ordinarily used for adhesion in
vehicle-bodies can be used as the adhesive. For example, on the
conditions that the temperature is 20.degree. C. and the frequency
of the excitation force is 30 Hz, an adhesive having a storage
elastic modulus of 2000 Mpa or larger and a loss factor of 0.05 or
smaller can be preferably used.
The damper member 4 that constitutes the flexible joint portion 3B
is a member capable of damping vibrations. As the damper member 4,
any member having a predetermined viscoelasticity can be used
without particular limitation. For example, a viscoelastic member
composed of silicone material or acrylic material can be used. As
for physical properties of the viscoelastic member, on the
conditions that the temperature is 20.degree. C. and the frequency
of the excitation force is 30 Hz, a member having a storage elastic
modulus of 500 Mpa or smaller and a loss factor of 0.2 or larger is
preferable in view of effective prevention of vibration
transmission. The damper member 4 composed of such a viscoelastic
member absorbs vibration energy as distortion energy, and converts
this energy into thermal energy to release it, thus damping
vibrations.
The method of mounting the damper member 4 on the first surface 30X
(connection region) of the base plate portion 30 is not
particularly limited. For example, applying a pasty viscoelastic
member in a predetermined thickness on the base plate portion 30
forms a layer that is to serve as the damper member 4.
Alternatively, preparing bulk pieces that is to serve as the damper
member 4 and pasting them on the base plate portion 30 can also
work.
In the first ridge portion 34 on the boundary between the base
plate portion 30 and the first side plate portion 31, two recess
portions 341 and 342 are provided. These recess portions 341 and
342 are provided to enhance rigidity of the bulkhead 3. The recess
portions 341 and 342 are hemispheric shaped recess portions formed
by drawing a part of the first ridge portion 34 in a direction
protruding from the second surface 30Y. The recess portions 341 and
342 thus formed further enhances rigidity of the bulkhead 3,
accomplishing the original objective for the bulkhead--improvement
in the performance of reinforcing the closed cross-section portion
C.
Further, the recess portions 341 and 342 intended for higher
rigidity bring about a larger difference in rigidity between the
bulkhead 3 and the damper member 4. This further increases stress
concentration on the damper member 4 when vibrations occur in the
vehicle-body 1. In a case where the bulkhead 3 has a lower
rigidity, or for example, in a case where the first side plate
portion 31 bends and deforms at the first ridge portion 34
relatively easily, when vibrations are added to the bulkhead 3, the
entire vibration stress would not be transmitted to the damper
member 4 and part of the vibration stress would be consumed in the
bending and deformation. Thus, the vibration damping effect by
means of the damper member 4 would decrease. In contrast, the
bulkhead 3 having higher rigidity enables transmission of vibration
stress to the damper member 4 without loss, thus further enhancing
vibration damping effects by means of the damper member 4.
The first side plate portion 31 is provided with a circular hole 36
that penetrates it in the anteroposterior direction. The hole 36 is
a hole for favorably distributing fluid in the anteroposterior
direction through a position where the bulkhead 3 is disposed. The
first side plate portion 31 functions as a partition that divides
the closed cross-section portion C. That is to say, the first side
plate portion 31 obstructs the closed cross-section portion C of
the roof rail 11 that extends in the anteroposterior direction.
Processes of manufacturing the vehicle-body 1 include a process of
applying electrodeposition coating of rust inhibitor to the
vehicle-body 1 after the assembly of the vehicle-body 1, and the
process includes immersing the vehicle-body 1 in an
electrodeposition solution. In this regard, obstructing the closed
cross-section portion C by the first side plate portion 31 could
cause a failure of favorably distributing the electrodeposition
solution to the inner surface of the roof rail 11. The formation of
the hole 36 enables distribution of the electrodeposition solution
through the hole 36, achieving a favorable electrodeposition
coating.
In order to dry the rust inhibitor after the electrodeposition
coating process, the vehicle-body 1 is fed into a thermal oven to
execute a drying process of applying heat to the vehicle-body 1 at
a predetermined temperature in a predetermined period of time. Heat
produced in this drying process is desirably used for fixation of
the damper member 4. That is to say, before the electrodeposition
coating process, a pasty viscoelastic member is applied to the base
plate portion 30, as described, to make the bulkhead 3 beforehand
support a coating layer that is to serve as the damper member 4,
and this bulkhead 3 is joined to the roof rail outer reinforcement
111 in a rigid manner (spot welding). Then, by using heat given to
the vehicle-body 1 in the drying process, the coating layer is
desirably fixed to the roof rail inner 112.
The other bulkhead 300 has a structure similar to that of the
bulkhead 3 as descried. As seen from FIG. 5, the bulkhead 300,
which includes a base plate portion 30A and a pair of side plate
portions 31A and 32A raised by bending at front and rear edges of
the base plate portion 30, is a member of a substantially U shape
in the anteroposterior sectional view. On peripheries of the side
plate portions 31A and 32A, a plurality of flange portions 311A and
321A is provided in a protruding manner. The flange portions 311A
and 321A, which are portions that form a rigid joint portion, are
fixed to the roof rail outer reinforcement 111 by spot welding.
Reference sign W2 shown in FIG. 3 to FIG. 5 shows portions for the
spot welding. The base plate portion 30A, which is a portion that
forms a flexible joint portion, faces the roof rail inner 112 while
leaving a clearance of a predetermined distance from it. Then, the
damper member 4 is interposed in the clearance.
[Description of Connection Region of Damper Member]
As described, the first surface 30X of the base plate portion 30,
which is a connection region of the damper member 4, is formed in a
substantially trapezoidal shape having a width that increases in
the direction toward the center pillar 13. Meaning of this will now
be described. FIG. 9 is a side view for illustrating swinging of
the center pillar 13. To the roof rail 11 extending in the
anteroposterior direction, the center pillar 13 extending in the
vertical direction is joined at the upper end portion. This joint
section J is of a substantially T shape in a side view.
In the joint section J thus configured, the center pillar 13 swings
on a joint point of the both as the center. FIG. 9 schematically
shows this swinging. The point P is an imaginary point that shows
the center of connection of the center pillar 13 to the roof rail
11. A vibration that occurs in the vehicle-body 1 can cause the
center pillar 13 to swing in the anteroposterior direction on the
point P as the center, as shown with the arrow a. As is obvious
from FIG. 9, the swinging width at a part closer to the point P is
relatively small, and the swinging width at a part farther from the
point P is relatively large. The triangle T in the figure is a
triangle that stands in correlation with this swinging width. The
triangle T is of a shape having an anteroposterior width that
gradually increases in a downward direction.
FIG. 10 is an enlarged view of the main components in FIG. 5, and
FIG. 11 is a schematic sectional view taken along line XI-XI of
FIG. 10. In FIG. 10, a schematic contour of the base plate portion
30 of the bulkhead 3 is shown with the dotted contour line TA. The
shape indicated by the contour line TA is substantially
trapezoidal. The base plate portion 30 has the narrowest
anteroposterior width at an upper portion 301 and the widest
anteroposterior width at a lower portion 302. The anteroposterior
width at the lower portion 302 is appropriately two time as great
as that at the upper portion 301. In a direction from the upper
portion 301 to the lower portion 302, the anteroposterior width of
the base plate portion 30 increases gradually.
The first ridge portion 34, which corresponds to the front side of
the base plate portion 30, extends mostly along the vertical
direction. Meanwhile, the second ridge portion 35, which
corresponds to the rear side of the base plate portion 30, extends
downward in a slanting direction. The bulkhead 3 is disposed at a
position near the front end of the center pillar 13. The first
ridge portion 34 is mostly flush with the front side of the upper
end portion of the center pillar 13. In contrast, the second ridge
portion 35 points around the anteroposterior widthwise center of
the upper end portion of the center pillar 13.
The base plate portion 30 thus configured is shaped mostly in
conformance with the shape of the triangle T shown in FIG. 9. That
is to say, the base plate portion 30 is of a shape having a width
that gradually increases in a direction (downward) in which the
center pillar 13 protrudes and extends from the roof rail 11. This
shape allows the damper member 4 to be disposed in a width-widening
manner in a region where the center pillar 13 swings and deforms
more largely. This improves performance capabilities of the
flexible joint portion 3B in damping vibrations caused by
anteroposterior swinging of the center pillar 13.
That is to say, as shown in FIG. 11, the base plate portion 30
(first surface 30X) is a surface that supports the damper member 4,
and according to its width, the anteroposterior width of the damper
member 4 is determined. Accordingly, as an anteroposterior width of
the base plate portion 30 increases, an anteroposterior width of
the damper member 4 also increases. The damper member 4 having a
wider anteroposterior width exerts a higher performance in damping
vibrations in the anteroposterior direction. Thus it can be said
that the base plate portion 30 (damper member 4) in the present
embodiment has a shape in conformance with the deformation movement
of the center pillar 13. This dampens vibrations of the center
pillar 13 effectively and improves riding comfort (the sense of
damped vibration) of the vehicle.
In the present embodiment, an extending direction (second
direction) of the center pillar 13 is slightly slanted relative to
a perpendicular in the vertical direction. Although the center line
L (FIG. 10) that passes through the center of the anteroposterior
width of the base plate portion 30 is desirably in conformance with
the extending direction, it is not necessarily required to. In
fact, the center line L of the base plate portion 30 in the present
embodiment is not in conformance with the extending direction. As
seen, the extending direction and the center line L are simply
required to be mostly in conformance with aligning directions.
[Detailed Description of Roof Gusset]
The roof gusset 2 will now be described in detail. FIG. 12 is a
side view of the joint section J as seen from the indoor side of
the vehicle, FIG. 13 is its perspective view, and FIG. 14 is its
perspective view as seen from a direction different from that of
FIG. 13. Each of these figures shows the state of the roof gusset 2
mounted to the joint section J. FIG. 15 is a perspective view of
the roof gusset 2 alone. FIG. 16 is an enlarged view of the main
components in FIG. 2, and FIG. 17 is a schematic sectional view
taken along line XVII-XVII of FIG. 14.
The roof gusset 2 includes the main portion 20, the first abutment
portion 21 (connection portion), the second abutment portion 22,
and a pair of side plate portions 23. As described, the roof gusset
2, which is connected to the outer surfaces (surfaces at the indoor
side) of the roof rail 11 and the roof reinforcement 16, is a
vehicle-body member that reinforces the joint of the roof
reinforcement 16 to the roof rail 11.
The roof gusset 2 is formed of material having high rigidity such
as steel plate. The main portion 20, which is a mostly flat shaped
portion, has a substantially rectangular opening 201 at the central
part. The opening 201 is an opening that allows spot welding at a
deep part to be carried out after the roof gusset 2 has been
mounted. In the state where the roof gusset 2 is mounted on the
vehicle-body 1, the main portion 20 is a portion slanted about
45.degree. relative to the horizontal plane, the first abutment
portion 21 is a portion protruding and extending downward from a
lower end of the main portion 20, and the second abutment portion
22 is a portion protruding and extending inward in the
vehicle-widthwise direction from an upper end of the main portion
20.
The first abutment portion 21, which is a flange portion having a
width that allows spot welding, is connected to an indoor-side
surface of the roof rail inner 112. The mark indicated with
reference sign W3 in FIG. 12 shows a spot-welding portion of the
first abutment portion 21 for the roof rail inner 112. As shown in
FIG. 16, the first abutment portion 21 is connected to the roof
rail inner 112 (first frame) so as to overlap, in the thickness
direction of the roof rail inner 112, the flexible joint portion 3B
where the damper member 4 is disposed.
The second abutment portion 22, which is a flange portion having a
predetermined width, is put in contact with an indoor-side surface
of the roof reinforcement 16. The second abutment portion 22 is
perforated with a screw hole 221. The roof reinforcement 16, too,
is provided with a screw hole. Screwing fixation screws into these
screw holes fixes the second abutment portion 22 to the roof
reinforcement 16.
The pair of side plate portions 23 is portions formed by bending
upward from anteroposterior side portions of the main portion 20.
At the boundaries of the pair of side plate portions 23 and the
main portion 20, ridge portions 202, which are curving surfaces
formed by the bending, are formed.
The roof gusset 2 thus configured has an ingenious feature for
concentrating distortion stress caused in association with
vibrations of the vehicle-body 1 on the damper member 4. This
ingenious feature will be described. The first abutment portion 21
as described in FIG. 15 includes a front portion 21F and a rear
portion 21B. In this embodiment, the part (at least a part of the
other vehicle-body member) that overlaps the flexible joint portion
3B in the thickness direction is the front portion 21F of the first
abutment portion 21. On this front portion 21F, a high rigidity
portion 211 is formed for increasing rigidity. Meanwhile, between
the front portion 21F and the rear portion 21B, a convex portion
212 (refer also to FIG. 17) that protrudes toward the indoor side
is disposed.
The high rigidity portion 211 is a linear, stepped portion formed
by deforming the first abutment portion 21 slightly in a direction
of the outdoor side, as shown in FIG. 17. That is to say, the high
rigidity portion 211 is a processed portion for higher rigidity
that extends linearly. This stepped portion extends in a direction
in conformance with the vertical direction (second direction) in
which the center pillar 13 extends. This enhances rigidity of the
first abutment portion 21, in particular, a rigidity in the
vertical direction.
At the back of the high rigidity portion 211 thus configured, the
damper member 4 is present, as shown in FIG. 16 and FIG. 17. That
is to say, FIG. 16 is a sectional view, taken, in a part where the
high rigidity portion 211 is present, along the direction in which
this high rigidity portion 211 extends. This figure indicates that
the base plate portion 30 of the bulkhead 3 and the damper member 4
overlap the high rigidity portion 211. Further, FIG. 17 indicates
that the high rigidity portion 211 is provided at a position that
allows it to overlap the lower portion 302, which is the wider part
of the base plate portion 30.
As described, the high rigidity portion 211 for enhancing rigidity
is provided, in the roof gusset 2, to the first abutment portion 21
that overlaps the flexible joint portion 3B, thus enhancing
rigidity in the vicinity of the flexible joint portion 3B where the
damper member 4 is disposed. This increases the difference in
rigidity between the damper member 4 and its vicinity and achieves
a structure that concentrates distortion stress caused in
association with vibrations of the vehicle-body 1 on the damper
member 4. When vibrations occur, this enables the damper member 4
alone exclusively to deform to allow it to exert a higher vibration
damping effect.
Further, the stepped portion of the high rigidity portion 211,
which extends linearly in the vertical direction, allows the roof
gusset 2 to have a high rigidity against vehicle-widthwise swinging
of the center pillar 13. FIG. 18 is a sectional view illustrating
vehicle-widthwise swinging of the center pillar 13. As described
with reference to FIG. 9, the center pillar 13 swings in the
anteroposterior direction on the imaginary point P as the center,
which indicates the center of the connection of the center pillar
13 to the roof rail 11. Once vibrations occur in the vehicle-body
1, the center pillar 13 can swing on the point P as the center also
in the vehicle-widthwise direction, or outward in a planar
direction orthogonal to a plane that includes the roof rail 11 and
the center pillar 13, as shown with the arrow b in FIG. 18. The
high rigidity portion 211 has high resistance against stress caused
when the center pillar 13 swings outward in the planar direction.
This concentrates distortion stress on the damper member 4 when
swinging occurs outward in the planar direction.
Further, the high rigidity portion 211 is provided at the position
that allows it to overlap the lower portion 302, or the wider part
of the connection region of the damper member 4, in the base plate
portion 30 of the bulkhead 3. As described with reference to FIG.
9, the base plate portion 30 provided with the wider lower portion
302 allows the damper member 4 having a wider anteroposterior width
to be disposed on a region where the center pillar 13 more largely
swings and deforms. Besides, the high rigidity portion 211 disposed
at the position that allows it to overlap the part of the damper
member 4 that has a wider width exceptionally increases the
difference in rigidity between the damper member 4 and its vicinity
and further improves vibration damping performance in the flexible
joint portion 3B.
In addition, as shown with the imaginary triangle TX in dotted line
in FIG. 16, the roof rail inner 112 and the roof gusset 2 form a
substantially triangular structure in a cross-section taken, at a
part where the high rigidity portion 211 is present, in the
vehicle-widthwise direction orthogonal to the anteroposterior
direction of the vehicle-body 1. That is to say, in a corner where
the roof rail 11 and the roof reinforcement 16 are joined
orthogonal to each other, the main portion 20 of the roof gusset 2
forms a bridge between the roof rail inner 112 and the roof
reinforcement 16 in a slanting direction so as to straddle the
corner.
Thus, this structure formed so as to have the imaginary triangle TX
further enhances rigidity of the joint section J. This allows
distortion stress that the roof gusset 2 receives from a roof
reinforcement 16-side to be reliably transmitted to the high
rigidity portion 211 of the first abutment portion 21 through the
main portion 20. Thus, this allows the stress to be effectively
concentrated on the damper member 4 through the high rigidity
portion 211, exerting an excellent vibration damping effect.
[Description of Modified Embodiments]
Although one embodiment according to the present invention has been
described as above, the present invention, which is not limited to
this embodiment, can take modified embodiments as the
followings.
(1) The embodiment has shown an example in which the first frame is
the roof rail 11, and the other vehicle member is the roof gusset
2. This is merely one application example of the present invention.
The present invention can be widely applied to portions for
combining various frames having a closed cross-section portion that
are provided to the vehicle-body 1 and other vehicle-body members
that are connected to the outer surface of the frames. However, the
portion that incorporates the roof gusset 2 is a portion where
relatively large distortion stress is caused in the vehicle-body 1.
Applying the present invention to such a portion achieves an
excellent vibration damping effect.
(2) The embodiment has shown an example in which the second frame
is the center pillar 13 and constitutes the substantially T shaped
joint section J together with roof rail 11. The second frame is not
limited to the center pillar 13. Further, the joint section J may
be a joint section where the second frame intersects the first
frame in a substantially Y shape, or alternatively, a joint section
where the first frame and the second frame intersect each other in
a substantially X shape.
(3) The embodiment has shown the linear stepped portion as an
example of the high rigidity portion 211 of the roof gusset 2. This
is merely one example, and various processing for higher rigidity
effect can be used to form the high rigidity portion 211. For
example, the high rigidity portion 211 may be formed by drawing
such as bead welding, ribbing, or the like.
(4) The embodiment has shown, as an example of the bulkhead 3, one
provided with the base plate portion 30 of a trapezoidal shape
having a width that gradually increases in the downward direction.
This is merely one example, and any shape having a width that
increases in a direction toward the center pillar 13 can be adopted
for the base plate portion 30. Examples of this include a base
plate portion having an anteroposterior width that increases in
stair shape in the downward direction, and a base plate portion
having an upper end of semi-circular shape, the base plate portion
having an anteroposterior width that increases in the downward
direction. In this regard, the anteroposterior width of the base
plate portion 30 is not required to increase linearly in a downward
direction, and may include a portion that partially decreases.
Finally, characteristic features and working effects thereof
disclosed in the embodiment will be described in summary.
A vehicle-body structure according to the embodiment includes a
first frame forming a closed cross-section portion and extending in
a first direction, a reinforcing member disposed in the closed
cross-section portion and connected to the first frame, and another
vehicle-body member connected to an outer surface of the first
frame, wherein a connection portion of the first frame and the
reinforcing member includes a rigid joint portion where the first
frame and the reinforcing member are joined in a state of coming in
contact with each other, and a flexible joint portion where the
first frame and the reinforcing member are joined, with a damper
member being disposed therebetween, and the other vehicle-body
member is connected to the first frame in a manner such that at
least a part of the other vehicle-body member overlaps the flexible
joint portion in a thickness direction of the first frame, and has
a high rigidity portion that enhances rigidity at the part that
overlaps the flexible joint portion.
The vehicle-body structure thus configured provides the high
rigidity portion that enhances rigidity to the part of the other
vehicle-body member that overlaps the flexible joint portion. This
high rigidity portion enhances rigidity in the vicinity of the
flexible joint portion where the damper member is disposed. This
increases the difference in rigidity between the damper member and
its vicinity and achieves a structure that concentrates distortion
stress caused in association with vibrations of the vehicle on the
damper member. When vibrations occur, this enables the damper
member alone to deform to allow it to exert a higher vibration
damping effect.
In the vehicle-body structure, it is preferable that the
vehicle-body structure further include a second frame extending in
a second direction that intersects the first direction, and having
an end portion that is connected to the first frame, and forming a
joint section where the second frame intersects the first frame,
and that the high rigidity portion be a processed portion for
higher rigidity that extends linearly, this processed portion
extending in the second direction.
The vehicle-body structure thus configured enables the high
rigidity portion to have higher resistance against stress caused
when the second frame swings outward in the planar direction
orthogonal to the plane (plane that includes the first frame and
the second frame) that includes the first direction and the second
direction. This concentrates distortion stress on the damper member
when swinging occurs outward in the planar direction.
In the vehicle-body structure, it is preferable that a connection
region of the reinforcing member that contacts the damper member in
the flexible joint portion has a shape having a width that
increases in the second direction toward the second frame, and the
high rigidity portion be disposed at a position that allows the
high rigidity portion to overlap at least a wider part of the
connection region.
In the joint section where the second frame is mounted so as to
intersect the first frame, the second frame swings on a joint point
of the both as the center. In view of this property, the
vehicle-body structure thus configured makes the connection region
of the damper member be of a shape having a width that increases
with increasing distance from the end portion of the second frame
in the second direction. This allows the damper member having a
wider width to be disposed on the region where the second frame
more largely swings and deforms. The high rigidity portion disposed
at the position that allows it to overlap such a wider part
exceptionally increases the difference in rigidity between the
damper member and its vicinity and further improves vibration
damping performance in the flexible joint portion.
In the vehicle-body structure, it is preferable that the first
frame be a roof rail, and the other vehicle-body member be a roof
gusset, the roof rail include a roof rail outer member and a roof
rail inner member, and the roof gusset include a connection portion
that is connected to the roof rail inner member, and the high
rigidity portion be formed in the connection portion.
The portion that incorporates the roof gusset is a portion where
relatively large distortion stress is caused in the vehicle.
Applying the present invention to such a portion achieves an
excellent vibration damping effect.
In this case, it is preferable that the roof rail inner member and
the roof gusset form a substantially triangular structure in a
cross-section, orthogonal to an anteroposterior direction of the
vehicle, taken at a part where the high rigidity portion is
present.
This vehicle-body structure forms the substantially triangular
shaped structure to further enhance rigidity and enable distortion
stress that the roof gusset receives to be reliably transmitted to
the high rigidity portion of the connection portion. This allows
the stress to be effectively concentrated on the damper member
through the highly rigid portion, exerting an excellent vibration
damping effect.
In a vehicle-body structure including a structure where a
reinforcing member having a damper member is disposed in a closed
cross-section portion, the present invention as described
effectively exerts vibration damping performance by means of the
damper member, improving riding comfort (the sense of damped
vibration) of the vehicle.
* * * * *